Gas-engine.



N0. 880,704. PATENTED MAR. 3, 1908. M. L. WOOD.

GAS ENGINE.

APPLICATION FILED FEB. 5. 190?.

2 SHEETSSHEET 1.

INVENTOH,

Yams No.-880,'704. PATENTED MAR. s, 1908, M. L. WOOD. GAS ENGINE; AE PLIGATION FILED FEB. 5. 1907.

2 SHEETS-HEEEET 2 lNVENTOH,

77 ZarshwZLZ W506i A TTORNEY UNITED sTA'rEs PATENT onnicn.

MARSHALL'L. WOOD, OF MONTPELIER, VERMONT.

GAS-ENGINE.

To aZZfivhom it may concern:

Be it known that I, lMARSHALL L. VVooD, a citizen of the United States of America, and

a resident of Montpelier, Washington county,

"ermont, have invented certain new and useful Im r-ovements in Gas-Engines, of which the fol owing is a s ecitication.

This invention re ates to internal combustion or explosive engines.

One object of the invention is'to rovide such an engine embodying improvet means for compressing the charge of ex. losive vapor and air which constitutes the uel'and introducing the same in such condition into the combustion-cylinder.

A further object of the invention is to pro vide a multi-cylinder engine in which the lpis ton in each cylinder 15 factitive 1n introt ucmg the fuel-charge into another cylinder.

The invention also aims to rovide a -construction in which the fuel, w ich may 0011- sist of gas of various kinds and air, or the vapor oi'some hydrocarbon and air, or any other suitable explosive mixture or comound, and which arrivesv in cool condition from the carbureter, is introduced within each piston, each pistonbeing constructed of hollow form for the purpose, whereby a cooling of the piston and adjacent parts, and gasification of the fuel-charge, are produced.

It is also an obj ectoi the invention to furnish an engine embodying improved mechanism whereby a relatively small body of air may be introduced into the cylinder, afterthe explosion, in advance of the fresh charge of file, so that the cylinder may be thoroughly scavenged or purged of theburned gases, without pollution of the incoming fuel charge and without lossof fuel; also to pre-' cover and uncover at the pro er time the various admission ports and a so the exhaust ports.

In the accompanying drawings, in which Specification of Letters Patent. Application filed February: 5. 1907. Serial No. 355.782.

Patented MarchS, 190s.

! thesame parts are denoted by the same reference characters throughout the: several views, Figure 1 is a side elevation, partly in section, of an explosive engine constructed in accordance with the invention. Fig. 2 is a vertical transverse-section through one cylside opposite to that shown in Fig. 1, certain parts being broken away for the sake of clearness. Fig. 4 is a detail elevation showing a modified form of the transfer- )ip'e governing valve, and Fi 5 is a vertical longituvalve shown in Fig. 4.

engine embodyin the invention. The invention is not app icable to an engine having a less number of cylinders, but, on the other hand, the number of cylinders may be as great as desired.

1 denotes the cylinders of the engine.

tion section 2, and a lower pump-section 3 of great-er inner diameter than the combustion section. These sections are preferably formed of a single casting. The upper section 2 is water-jacketed, as shown, the watersaid section being there provided witha suitable outlet.

idenotes the pistons, which are constructed in a manner to Le presently described.

5 denotes the connecting rods; 6 the crank shaft; and 7 the crank-arms, which arearranged at an angle of 180 degrees. 'A

as a containeror reservoir for-the lul ricant, in which the crank-arms (lip atevery revolution, in the usual manner. Said crank-case is preferat-lyconstructed in two superposed parts9, 10, which are'holted together, as shown. The upper part 9 is secured about the cylinders, as shown in forms the main frame.

11 indicates th e'spark plug of each cylinder which may be of any approved type and is arranged at one. side of the cylinder near the upper end of the c'oinliustion-section of :sucli'cylinder; and opposite each spark-plug there is arranged a suitable relief-valve 12; or relief cock of the usual type.

igs 1 and 2, and

charge, such as a mixture ofair and any dinal section througdrthe transfer-pipe and The drawing illustrates a two cylinder jacket extending over the upper closed end of the lower open ends of the unip sections of.

I The engine is supplied witha combustible suitable hydrocarbon, from a 'carbureter orinder. Fig. 3 is a side elevation'from the Said cylinders are of similar construction, each being divided into an upper combuscrank-case 8 incloses the cranks and serves mixing device (not shown). This carhureter or mixing device is connected to the inter mediate portion of a supply-pipe 13 which connects orts 14 in the pump-sections 8 of the cylindbrs at the same side of the engine and near the bottom edges of said mmp sections. The charge of suitable fuelfsueh as combustible vapor and air, after entering the pipe 13 at its intermediate portion, passes into-the pump-sections 3 through the ports 14 as the ports are alternately opened to receive same. Ports lernay be changed in position if desired, and a check-valve used to admit directly into the pump cylinder.

The pistons 4 are similarly constructed and each is formed in two sections or parts: a working piston 4 and a pump-piston 4. These two istoii-sections are preferably cast integra ly and the upper workingsection fits within the combusti0n-section of its cylinder, while the lower pump-section fits within the pump-section of said cylinder. The Working-section of each piston is of less diameter than /the pump-section, but is somewhat longer, as shown. A thrust shoe 15 is formed integral with each piston 4 at its lower edge, and slides over the inlet-port 14 of the cones ending pump-cylinder in order to prevent oss of fuel into the cranle case through said port. Said port is only open when the piston is at the'end of its downward stroke, the pumppiston having passed-downwardly beyond said port.

One essential feature of the invention consists in forming the pistons 4, comprising the working and pump-pistons 4 and 4 of hollow form. 'Each'piston is covered at the top by an integral plate and at the bottom by an integral plate with conical rentrance hood which extends well up into the workingpiston and in which the connecting rod 5 is journaled. Said connecting rod is journaled in the piston by means 'of a wrist-pin 17 extending laterally through. said hood and journaled in bearin its upper inner end, and in order to n f re the pie m tig. a ainst the ingress of air or egress of fuel at this point the piston is plugged at the ends of said wristpin, as shown at 18.

. Communication with the interior of each hollow piston 1 isafforded by a T-shaped port 19 in the side-wall of the working piston or section, as shown in Figs. 2 and 3. When the piston is in its lowermost position, said port 19 is within the corresponding pumpcylinder and hence permits the fuehcharge which has'entered said cylinder to enter the piston 4. When said piston reaches its uppermost position, said port 18 brought into register with a rectangular port 20 in the side-wall of the corresponding combus-- tion-section of the cylinder. This port is connected by means of a transfer-pipe 21 with the corresponding port 20 of the ad acent cylinder, of which the piston is oppoeeo zos sitely arranged. As shown in Fig. 3, a valve 22 of the butterfly type is arranged within the transfer-pipe 21 intermcdiately of its connection with the ports 20, and said valve may be adjusted in any desired manner to regulate the communication between said ports.

23 denotes the exhaust port of each cylinder. This is arranged approximately opposite the port 20, which may be termed the transfer-port, and inorder to prevent the incoming fuel-charge from passing out of the exhaust-port, a baiile or deflector 24 is fixed to the working piston 43 at its upper end, being preferably cast integral therewith, as shown. The fuel-charge after entering the combustion-cylinder through its port 20 is deflected in upward direction, and away from the exhaust ports, by said baffle.

The exhaust-ports 23 are controlled directly by the working-pistons, said ports being closed there-by except when said pistons are at the end of their downward stroke.

in this position each working piston 4* has passed entirely below and uncovered the corresponding exhaust-port, as indicated by the dotted lines at the left of Fig. 1. The exhaust-ports lead into an exhaust-pipe 25. A draw-off cook 26 is preferably provided in the bottom of each piston in order that oil or other liquid which may accumulate within such piston may be drawn oil when desirable.

The operation of this form of engine is as follows: Vvhen one piston is near the end of its downward stroke and the other near the end of its upward stroke,'the pump-section of the former uncovers at its upper edge the inlet-port 14, thus permitting the charge from the carburetor to enter the pumpcylinder 3, by reason of the vacuum caused therein, In this position of the piston the port 19 thereof is down in the puiupcylinder, and accordingly the charge enters the piston through said port. Upon the upward movement' of the piston the charge is driven out of "the pump-cylinder by the pump-section of the hollow piston. and compressed witl'iin said piston, the port 19 remaining in com.- .rnunication with. the punu'J-cylinder until the piston reaches the upper limit of its movement, as shown in Fig. 2. The fuelcharge in being driven out of the pumpcylinder and confined within. the comparatively smaller space within thoholiow piston 4 is subjected to considerable compression. When the piston approaches the upward limit of its movement the port 19 comes into register ith the port 20, and this pern'iits the charge to rush out of the hollow piston and through the transfer-pipe 2.1. The amount of charge which passes through said transfer-pipe is regulated by means of the throttlevalve 22. 'After passing through the transfer-pipe the charge is admitted into the. combustion-section of the next cylinder,

eecgzce the piston of this cylinder being at the end of its down-stroke so that the port 20 is un covered by the upper edge of said piston.

.The charge in entering. the combustion- .cylinder strikes against the baflle 2e carried by the piston and-is deflected in upward direction in order to prevent its outward passage through the exhaust-port 23. Upon the upstroke of this last-namedpiston the charge iszcompressed bythe working-section ofsaid piston in the upper part of the combustion-cylinder and ignited by the spark plug-1'1 whenthepiston approaches the upward limit of its movement. I During this upward movement of the piston, a fresh charge of fuel is being compressed within said piston in the manner before described, and

1 the fuel charge passes into the combustionsection of the first mentioned cylinder, when the istonreaches the end of its upstroke. W 'hen the piston reaches the end of its downward stroke, caused by the explosion, the exhaust-port is uncovered by the piston, then permitting the escape of the gases of combustion, which are assisted in their exit by the inrushing charge of fresh combustible chargewhich enters through the port 20 in the manner before described.

The exhaust ports are uncovered slightly before the uncovering of. the transfer-ports20 so that the burned gases escape, for the most part, from the cylinder before the admission of the fresh charge, which drives out the remainder of such gases without bein discharged in part itself-through the ex aust port, from whichit is deflected by the bafile or defiecting plate 24. The pump displacement is so proportioned to the combustioncylinder that all or practically all of the burned gases are expelled from the combustion-cylinder and without loss of fuel.

It will thus be manifest. that in the im proved engine the piston of one cylinder is factitive in compressing the fuel-char e and supplying the same to the next cy inder. The fuel-charge arrives in comparatively cool condition from the carbureter, and

hence in being conducted against the walls 1 of the piston and stored within the piston,

passes to said cylinders in equalamounts,

whereby uniformity of action of the engineis.

obtained. It will be seen that the admission ports 14 of the ump-cylinders, the transferports- 20, and tie exhaust-ports 2 3, are all dlrectly controlled by the pistons, which time. By this construction the prov sion of numerous valves and valve-operating devices is avoided and the engine considerably s1mpl1f1ed. An engme constructed in this manner wlll run 111 either direction.

an impulse for each revolution.

In Figs. 4 and 5 there is illustrated a form of engine constructed in accordance with the invention in which means are provided for separating the incoming charge of fuel from the burned or burning gases by a layer or body of atmospheric air. This result is effected bv slightly modifying the form of the transferpipe valve. This improved valve is shown as comprising a cylindrical casing 26 formed on the'intermediate portion'of the transferpipe 21 27 denotes a hollow cylindrical valve-body mounted to rotate in said casing and provided at diametrically opposite points in its side-wall with apertures 28 designed to re ister more or less with the bore of the transfer-pipe according as said valvebody is moved on its vertical'axis. The bot- 'tom portion of said valve-body is provided at its bottom with an air-admission opening 29, and said opening is designed to be normally closed by a check-valve comprising a disk 30 arranged within the body 27 and provided withan exteriorl '-extending stem 31 movable through a bridge :32 whichextends across the valve-casing at its lower portion. The stem 31 is surrounded by a helical spring 33 which normally holds the valve-disk 30 against the bottom of the valve-casing and thereby prevents the passage of the fuel from the transfer-pipe to the atmosphere.

The passage of the fuel-charge is regulated by adjusting the valve-body 27 so that its apertures 28 register more or less with the bore of the transfer-pipe, as will be understood; The downward movement of the pistons causes a vacuum to be formed in said pipe, while the port 19 is open to port 20, and consequently before the fuel-charge reaches said valve-body the valve-disk 30 is moved inwardly, the action of the vacuum over-- coming that of the spring 33.. Hence a relatively small body of airis introduced into the valve-body and transfer-pipe and is in-' 'troduced to the cylinder that is to be supplied with fuel, inadvance of the fuel-charge.

' This body of 'air'acts efiicien-tly to prevent the incoming charge of fuel from mixing with the burned or burning gases of c0mbustion, and to prevent loss offuel through the exhaust port. Said body of air also has a cooling effect upon theinterior parts. This -means of introduciliga-ir into the cylinders is ,very simple and the. admisslon of air and fuel to the cylinders is effected. by what is .cover and uncover theseports at the proper It will also be observed that each cylinder provides that if it is not desired to permit the atmospheric air to enter the cylinders, the spring of the valve-disk is tightened or the valve disk otherwise locked against inward movement.

Having thus described my invention, I claim:

1. In an internal combustion or explosive engine, the combination of a plurality of cylinders, and a piston in each cylinder which supplies the fuel char e to another of said cylinders, said piston rior in which the fuel-charge is received and compressed.

2. In an internal combustion or explosive en me, the combination of a plurality of cyl- 1n ers, means for supplying the fuel-charge to each cylinder, and a piston in each cylinder which forces such charge from such cylinder into the adjacent cylinder, said piston having a hollow interior in which the fuel charge is received and compressed.

3. In an internal combustion or explosive engine, the combination of a plurality of cylinders, and a piston in each cylinder which supplies the fuel-charge to another cylinder, said piston comprising a working-section and a pump-section, and having a hollow interior in which the fuehcharge is received and compressed.

4. In an internal combustion or explosive engine, in combination, a'plurality of cylin-' ders each comprising a pump-section and a combustion section, means for supplying the fuel-charge to each pump-section, and a piston in each cylinder which transfersv such charge from the pump-section of such cylinder into the combustion-section of another, said piston having a hollow interior in which the fuel-charge is received and compressed.

5. In an internal combustion or explosive engine, in combination, a plurality of cylinders, and a hollow piston in each cylinder, which iston receives and compresses therein the fue -charge and transfers the same to the adjacent cylinder.

6. In an internal combustion or explosive engine, in combination, a plurality of cylinders, means for supplyin the fuel-charge to each cylinder, and a hollow piston in each cylinder in which the fuel-charge is received and compressed and from which such charge passes into the adjacent cylinder.

7. In an internal combustion or explosive e ine, in combination, a plurality of cylinc to each comprising a pump-section and a combustion-section, means for supplying the fuel-charge to, the pump sectlon of each cylinder, and a hollow piston in each cylinderwhich receivesthe charge fromf -the corresponding pump-section and transfers the same to the combustion-section of the adjacent cylinder.

8. In an internal combustion or explosive having a hollowintessa'roa practically a single valve. It is apparent} engine, in combination, the cylinders each charge to each pump-section, and a hollow piston in each cylinder comprising a pump section and a, working-section, said piston being provided with an opening through which the charge passes into said piston under the action of said pump-section of the piston, and means for delivering the charge from said piston through said opening into the combustion-section of another cylinder.

9. In an internal combustion or explosive engine, the combination of the cylinders, hollow pistons therein which receive the charge of fuel, and means for conducting the charge from the interior of each piston to another cylinder.

10. In an internal combustion or explosive engine, the combination of the cylinders, hollow pistons in said cylinders" which receive the fuel-charge, and a transfer-pipe through which such charge is conducted from the interior of each piston to another cylinder.

11. In an internal combustionor explosive engine, the combination of the cylinders, hollow pistons in said cylinders which receive the fuel-charge and compress the same, a transfer-pipe into which such charge issues and which conducts the same from the interior of each piston to another cylinder, and a valve controlling said transfer-pipe.

12. In an internal combustion or explosive engine, in combination, a plurality of cylinders each comprising a pump-section and a con'ibustion-section, means for supplying combustible vapor and air to each pumpsection, a hollow piston in each cylinder comprising a pump-section and a workingsection and having an opening in the latter through which the fuchcharge is forced by the former into the interior of said piston, and a transfer-pipe connecting orts in the combustiornsections of. the cylinders with which said openings of the pistons come into register.

13. In an internal combustion or explosive engine, in combination, a plurality of cyl inders each comprising a pump-section and a combustion-section, the former provided with an inlet-port for the fuel-charge, a hollow piston-in each cylinder which receives i hollow piston in each cylinder directly controlling said inlet-port and provided with a single opening, said Opening adapted to register with said transfer-port. 15. The combination, with a plurality of cylinders, each comprising a pump-section and a combustion-section, of means for supplying a combustible vapor and air to each pump-section, a hollow piston in each cylinder which receives the fuel-charge from the corresponding limp-section and introduces the same into t e combustion-section of the adjacent. cylinder, and means for regulating Ell e passage of the charge between said cylineI'S:

l6. The combination, with cylinders, each comprising a pump-section and a combustion-section, of means for supplying a combustible vapor and air to each pump-section,

a hollow piston in each cylinder which receives the fuel-charge from the correspond ing pump-section and compresses the same, a transfer-pipe to receive the charge from the piston and transfer it to the combustionsect-ion 'of the adjacent cylinder, and a valve in said transfer-pipe. p

17. In an internal combustion or explosive engine, in combination, cylinders each'comprising ,a pump-section and a combustionsection, the formerbeing provided 'dth an inlet-port for the fuel-charge and the latter with a transfer-port, a hollow piston comprising a pump-section and a working-section, the former uncovering said inlet-port on the downstroke of the piston and the latter having a port which communicates with the pump-section on the downstroke of the piston and registers with said transfer-port on the upstroke, and means for connecting the transfer-ports of said cylinders.

18. In an internal combustion or explosive engine, in combination, cylinders each of which is divided into a pump-section and a combustion-section, the former being provided with an inlet-port for the fuel-charge and the latter with a transfer-port and anexhaust-port, a transfer-pi e connecting the transfer-ports of said cylinc ers, and a hollow charge-receiving piston in each cylinder which covers, and uncovers said inlet-port and said exhaust-port and is provided with a port to register with and control said transfer-port. I l

19. The combination of a plurality of cylinders each comprising an upper combustionsection 2 and a lower pump-section 3, the former being provided in its side-wall with a transfer-port 20 and an exhaust-port 23, and

the latter provided in its side-wall with an inlet-port 14 for the fuel-charge, a hollow piston 4 in each cylinder controllin said -in-' e downwardly upwardly into register with said transferort 20, and means for connecting the transfer ports of said cylinders.

20. In an internal combustion or explosive engine, the combination of a plurality of cyl- 1n ers, a hollow iston in each cylinder whichreceives the fue -charge' and then transfers it tothe adjacent cylinder, and means for introducing a body of air into each cylinder in advance of the fuel-charge.

21. In an internal combustion or ex losive engine, in combination, a plurality o cylinders, a transfer-pipe connecting said cylinders, a hollow piston in each cylinder which receives and compresses the fuel-charge and then transfers it to the adjacent cylinder'hy way of said transfer- )ipe, and means for ad mitting air into sai transfer-pipe in front of the fuel-charge. p

22. In an internal combustion or ex losive engine, in combination, a plurality of cylinders, a transfer-pipe connecting said cylinders, a piston in each cylinder which sup-' fer-pipe or pipes connecting the same, a pis-' ton in each cylinder which supplies the fuelcharge tothe adjacent cylinder through said transfer-pipe, and a valve in said pipe which controls the passage of the charge and also permits the entrance of atmosphere air into said pipe.

24. The combination of cylinders, a transfer-pipe or pipes connecting the same, a piston in each cylinder which supplies the fuel-- charge to the adjacent cylinder, and a valve in said transfer-pipe operative to close the same more or less and embodying an airadniitting check-valve.

25. The combination with a transfer-pipe, of the valve casing, the valve-body movable in said casing and provided with apertures valve-body having an air-inlet opening, and the spring-actuated check-valve to control said opening.

Signed at Montpelier Vt this 1st day of to register with the-bore of said pipe, said 

